Suspended switch and traveling contact for electric railways



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(No Model.) 2 Sheets-'Sheet 2. C. J. VAN DEPCELE.

SUSPENDED SWITCH AND TRAVELING CONTACT FOR ELECTRIC RAILWAYS. f No. 4 f-Patented Apr. 1,1890.

UNITED STATES CHARLES J'. VAN DEPOEL l,

PATENT @Fincao OF LYNN, MASSACHUSETTS.

SUSPENDED SWITCH AND TRAVELING CONTACT FOR ELECTRIC RAILWAYS.

SPECIFICATION forming part of Letters Patent No. 424,695, dated April 1,1890.

Original application filed March l2, 1887, Serial No. 230,649. Dividedand this application filed October 22, 1888. Serial No. 288,759, (Nomodel.)

To all whom it may concern:

Be it known that I, CHARLES J. VAN DE- POELE, a citizen of the UnitedStates, residing at Lynn, in the county of Essex, State ofMassachusetts, have invented certain new and useful Improvements inSuspendedSwitches and Traveling Contacts for Electric Railways, of whichthe following is a description.

This application is a division of Serial No. 230,649, tiled March l2,1887.

My present invent-ion relates to electric railways of the class in whicha suspended conductor is used to convey the working-current, a travelingcontact carried by the car being employed for taking off the current foruse in operating the motor by which the car is propelled. Thereturn-circuitis preierably completed through the rails of the track.

My invention consists in certain devices and their relative arrangementby means of which a contact device carried by a rod or pole extendingfrom the car and pressed upwardly into Contact with the conductor isswitched from one line to another correspond ingly with the vehicle.

To illustrate my invention l have shown it applied to a contact deviceof this description, which forms the subj cet-matter of my application,Serial No. 230,0l9, of March 12,1887, and while I do not intend toclaim, generally, in this application a contact device ot' thisconstruction, I have made claims herein to certain details thereof whichare of especial value in connection with my improved switching devices,but which are not essential features of the contact device itself,considered.

without reference to the switch.

I also make claims in this application to a switch-plate particularlydesigned for the arran gement which forms the principal subjectmatter ofthis application.

More particularly myinvention consists in a track-switch for thevehicle, a conductorswitch for the contact device or trolley]7 as it istermed, and the trolley itself attached to the vehicle, these elementsbeing so arranged relatively to one another that in operation thevehicle reaches the track-switch and is diverted laterally before thetrolley reaches a side elevation of a car provided with my4 improvedcontact devices and otherwise embodying my invention. Fig. 2 is anenlarged detail showing the contact-wheel in position in the switch-box.Fig. 3 is a sectional detail showing the construction of thecontactwheel. Fig. a is a top plan view of aportion of track, showingthe conductor, the switchbox, and the rails. lig. 5 is also aplan view,and is similar to the preceding with the ad` dition of a car shown indotted lines. Fig. G is a diagrammatic representation ot' anelectric-railway system.

Similar letters denote like parts throughont.

The car A is supported upon the track B and provided with a motor C,which is connected with the wheels thereof in any of the methods alreadydescribed by me.

D is the suspended working-conductor.

E is the traveling contact-wheel, and F is a hinged arm supported upon apost f, secured to or extending upward from the roof of the car.

To the lower end of the arm F is attached a spring G, to the lowerextremity of which is secured a cord which passes downward throughsuitable grooves or over suitable rollers, and is provided with a weightIl, which serves to hold the spring down and keep the contact-wheel Ealways pressed up against the under side of the conductor D. At the sametime the spring will instantly yield to allow the wheel to pass underthe switch or any obstruction, and while the arm F is movable laterallywith respect to the vehicle the spring and weight will constantly tendto restore the arm toits normal central position and assist in causingthe contact-arm to par- IDO take of the lateral movement of the vehicle.Being held in position by the weight, the wheel has a much greater rangeof action, and moreover, the motor-man can at any time lower thecontact-wheel by raising the same, rendering the arrangement veryconvenient for many purposes. Y

In order that the contact-wheel F. shall be compelled to pass from oneconductor to a branch or one attached thereto leading in a differentdirection, I provide the inverted open-bottom metallic boxes I, whichare formed with` branching compartments and constructed in the form ofswitches, conform-` ing to the curves and angles of the trackswitches bywhich the direction of the car is controlled. These boxes are in theform of -open smooth curved passages and are free from obstructionswithin, so that the contactwheel E, which is slightly depressed onmeeting the end of the switch-box, may roll freely therethrough and movelaterally therein in the desired direction without hinderance.

Fig. 2 shows how the tips of the wheelange are received on the undersurface of the switch-plate, and how that the depending edges or ribs onthe side of the plate are separated a distance greater than thethickness of the contact-wheel, so that the latter is movable freelytherein.

The conductors D follow the line of the track or tracks and arepreferably located centrally above them and at points where the tracksdiverge or join the main line switch-boxes I are placed, the conductorsD coming to the said boxes and being firmly attached to the top orbottom thereof, so that were there no other support provided the saidconductors would sustain the box in its proper position, which isdirectly over the vground or track switch.

The switch-box I may take almost any shape and may be made of thin sheetmetal or of cast metal, as is most convenient; but. I prefer thecastings.

The contact-wheel E itself is alarge deeplygrooved pulley formed withthickened or flanged edges aand a deep central `groove t'. The hub ofthis wheel is further provided with an annular recess or groove J, inwhich is packed cotton wicking or other absorbent material, the groovebeing closed bya front plate j, which is provided with an oil-hole J andsuitable screw for closing the same. There is also an oil-hole extendingfrom the groove J to the axis of the wheel, so that one filling` willserve to lubricate the Wheel for many hours.

The arm F is of alength that will place the contact-wheel E about overthe rear pair ofY wheels of the car, and the position of the post -f andthe length of the arm F itself will therefore vary with the length ofthe bodj,T of the car, the particular proportions shown being only. byway of illustration. The arm F is hinged and should in most instances bealso pivoted to the top of its postf, although a reasonable amount oflooseness in the hinged by reason of' a large public fountain O.

joint will answer the purpose of the pivot an prevent binding orstraining at that point du to the swaying of the vehicle or deflection ctheconductor. The outer end of the arm is forked and provided with anaxle-bolt Ii passing through the hub of the contact-whe E. Afender-spring L is also attached to th arm F, and passes on each side ofthe wher E as far as its hub, and,in case of detachmen of the wheel fromthe wire D, prevents its gel ting caught between the hub of the wheelani the forks of the arm F, rendering it ,an easA matter forY thel motorman, by raising th weight H,to lower the Vcontact-wheel and rc placeitagain in operative position. It als prevents any transverse wire beingcaught ie the angle between the arm and the wheel.

In the diagram, Fig. 6,M is the generating station furnishing theelectric current for op erating the motors on the cars, which currenpasses to the suspended conductors D by wa; of conductor d, returningtothe station b; way of the track B and conductor Z9. The pos sibilitiesof operation with myimproved switcl are shown in this diagram, whichrepresent an actual installation in the city of Montgoln ery, Alabama,the principal curves and sev eral additional switches being necessitate(Th' electric switches .I are to be placed directlj over-that is to say,above-their counter parts. The trackswitches and the contact wheel, asbefore stated, are to be located s( that as the front portion of the carswings il the desired direction as thefront wheels pas.

the track-switch the contact-arm will be deY iiected and the directionof the wheel E cor respondingly changed while still on th( straightwire, so that on reaching the switch box the wheel will be depressed andpas thereinto and naturally pass through and'ouY of the propercompartment thereof.` Th( switch-boxes I, being connected directly t(the conductors D, are similarly charged, an(l when the wheel E ispassing therethrougl the current passes through the box I an( thenceinto the contact-wheel through it:

flanges et, passing thence through the arm I or a separate conductor tothe motor C. Sino( there are no moving tongues or springs o; points tocatch or impede the progress of th( wheel when three or four grooves, asthe cas may be, exist in one switch-box, the whee; will intersect thegrooves and pass along irl the desired direction and go through withoutany difficulty whatever, its direction being4 previouslyindicated by themovement of th l front portion of the car. Thusit will be secr that rbylocating my traveling contact-whee in the position shown or oneequivalent there to I obviateall the difficulties of switching fromconductor to conductor and with th smallest possible amount of specialconstrue tion.

Ibelieve myself to be the first to devise this arrangement of contactdevice and switches whereby the lateral movement of the vehicl( il IO isiirst imparted to the trailing contact-arm and the contact-wheel is thenflexibly, yet without interruption of contact, drawn into the switch andguided thereby into engagement with the desired branch conductor, and Iintend herein to claim, broadly, any relative arrangement oftrack-switch, conductorswitch, vehicle, and contact device by means ofwhich the former switch will act in advance of the latter and thevehicle impart a lateral tendency to the trailing contact by the time itengages with the conductor-switch.

The contact-carrying arm described in the present application possessessubstantial practical advantages over any other means yet proposed forestablishing moving contact between a vehicle and a stationarysupplyconductor, in that by the use of a hinged flexibly-mounted armmuch greater freedom of movement is compatible with the maintenance of apositive mechanical connection and electrical contact between thevehicle and supply-conductors.

Having described my invention, what I claim, and desire to secure byLetters Patent, 1s-

l. The combination, with crossing or branching overhead wires, oit aplate along' the top of which said wires pass, and deiiecting-ribs atthe lower side of said plate at its extremities.

2. The combination, with an overhead conductor arranged to receive atraveling underneath contact, of a switching device secured to anddepending from the conductor.

3. The combination, with an overhead wire for receiving an underneathcontact, of a switch-plate attached to the wire in about the samehorizontal plane as the wire.

4t. The combination of a track having switches, an overhead conductorabove the track and having switches, and a car on the track providedwith a contact-carrying arm arranged to engage the conductor at a pointin rear of the front wheels of the car.

5. In an electric railway, the combination of a track having suitableswitches, an electric conductor suspended above said track and havingswitches located above the trackswitches, and a car on said trackprovided with an upwardly-extending arm carrying a contact-wheelarranged to engage the suspended conductoratapointin rear of the frontwheels of the car, substantially as described.

C. In an electric railway, the combination of an electrically-propelledcar, a supply-conductor suspended over the line ot travel of the car, aswinging arm mounted upon the car and carrying a contact device at itsfree end, said contact arranged to bear against said conductor, suitableswitching devices upon the track traversed by the wheels of the car, andcorresponding switches on the suspended conductor located above those onthe track and arranged to engage the contact devices, substantially asdescribed.

7. In an electric railway, the combination `of a track having suitableswitches, an electric conductor suspended above said track and having`switches loc-ated above the trackswitches, a car on said track providedwith a swinging arm carrying a contact-wheel arranged to engage thesuspended conductor,

and switches at a point in rear of the front wheels of the car, wherebythe contact-wheel is directed through the proper part of the suspendedswitch, substantially as described.

8. In an electric railway, the combination of a switch or turn-out onthe track and a corresponding one on the overhead line, the same beingso arranged relatively that the car will reach the switch or turn-outbefore the trolley does, substantially as described.

9. In an electric railway, Va switching device for suspended conductors,comprising two or more branching compartments or ways corresponding tothe direction of the track, and of the main and branch conductors, andsecured to the said suspended conductors, substantially as described.

10. In an electric railway, a switching device for suspended conductors,consisting of an open-bottom box formed with two or more branchingcompartments corresponding to the direction of the track and arranged tobe secured to the conductor, substantially as described.

1l. The combination, with an overhead linewire, of a grooved contactdevice pressed against the wire and receiving the wire between theflanges oi' the groove, and a guiding switch-plate connected to the wireagainst which the said lianges bear in passing from one line to another.

l2. In an electric railway having an electric conductor suspended abovethe track, a switching device supported by the conductor and formed withdownwardly-open compartments or ways corresponding with the direction ofthe track, said ways being substantially iiat at their upper sides toform paths for the flanges of the contactftrolleya substantially asdescribed.

13. In an electric railway, a switch for snspended conductors,consisting of a box formed with branching compartments correspondingwith the branches of the conductor, and ot' the track-switches andsecured to the said suspended conductors, substantially as described.

14. In an electric railway, a switch for suspended conductors,consisting of a box formed with branching compartments correspondingwith the branches of the conductor, and of the track-switches, andsecured to and depending from the said suspended conductor,substantially as described.

l5. In an electric railway, the combination of a car, a conductorsuspended above the line of travel of the car, a contact-carrying armpivotally supported on top of the car and provided at its outer end witha contactroller engaging' the under side of the suspended conductor, anda weighted spring at- IOO or' near the inner end of the arm formaintaining said upward contact, substantially as described.

16. In an electric railway, the combination of a car provided with apivoted arm, as F, having a contact at its outer extremity, atension-spring, as G, attached at its inner extremity, and avertically-moving weight connected to said spring for holding the samein operative relation to the arm throughout its entire range ofmovement, substantially as described.

17. In an electric railway, the combination of the car havingsuitably-pivoted arm F, carrying a contact-wheel at its outer extremity,a spring G, secured to its lower extremity, and a connection extendingfrom said spring and provided with a weight at its lower end,substantially as described.

18. In an electric railway, the combination, with suitablecontact-carrying arm, of the grooved contact-wheel, and thefender-spring L, substantially as described.

19. lnan electric railway, the combination, with branching overheadconductors, of an upwardly-pressed contact -arm carrying a grooved wheelembracing the conductor, and a switch-plate at the branching pointadapted to receive the tips of the wheel-flanges, and provided withdepending ribs, between which ythe wheel is free to move laterally toengage conductor-switch.

21. In an electric railway, the combination, with main and branchoverhead conductors, of a vehicle, an intermediate contact-arm thereonmovable laterally with respect thereto, a spring tending to returnthearm to its normal central position, a guiding-switch at the branchingpoint of the conductor, and a trackswitch for the vehicle located so asto operate in advance of the conductor-switch, whereby the lateraltendency of the contact device at the branching point is imparted to itby the vehicle, While its outer extremity is flexibly guided by theoverhead switch from main to branch conductor. c

22. In an electric railway, the combination, with main and branchconductors, of. a vehicle, a contact-arm thereon having vertical andlateral spring-pressure, a switch-plate for the conductors, and atrack-switch for the vehicle located so as to operate in advance of theconductor-switch, whereby the lateral tendency of the contact device atthe branching point is imparted to it by the vehicle, while its outerextremity is flexibly guided by the overhead switch from main to branchcong ducto'r.

23. The combination, with branching overhead conductors, of a vehiclehaving a lateri ally-swinging contact-arm pressed upward to engage theconductors, and a switch-plate at the branching point having dependingsides,

but open at its extremities, theinterior width of Q the plate betweenthe sides being greater than the thickness of the contact-wheel, wherebythe wheel is free to move laterally with relation to the main conductorand engage one of the branching conductors.

24. In an electric-railway, the combination,

with branching line-conductors, of a trackswitch, a -vehicle,an'intermediate contactarm swinging laterally with respect to thevehicle, but provided with a spring tending to restore it to its normalcentral positioin and a lateral deiecting-switch at the branching pointof the conductors, whereby the extremity of the contact-arm may beflexibly guided from main to branch conductor.

25. In a branching electric railway, the combination of a track-switch,an overhead conductor-switch, and a vehicle having arearwardly-extending contactarm, whereby` the track-switch will operatein advancc of the conductor-switch.

26. 1n a branching electric railway, the conithe said arm being jointedto the car and tending to move laterally therewith, and an overheadconductor-switch adapted to engage the contact-piece and whereby theextremity oi the arm is iiexibly'guided from main to brancl conductor.

28. In a contact device, the combination with a contact-wheel, of asupporting-arn therefor having a fender for the wheel to pre vent itsengagement with overhead wires i1 case ot derailment.

29. The combination, with wheel E, of supporting-arm F, provided with afende around the wheel to prevent its engagemen with overhead wires incase of derailment.

30. The combination, with a contact-whe( for an overhead conductor, of asupporting arm therefor having a fender bridging th angle between theWheel and arm.

3l. In an electric railway, the combinatio] with an overhead conductorand avehicle, r an intermediate contact device consisting i a trailingarm having a grooved contact-whe at its outer end and moving laterallyrelatively to the vehicle, but provided With a spring tending to retainit in its normal ccntral position.

32. In an electric railway, the combination, with an overhead conductorand a vehicle, of a trailing contact-arm guided at its outer end by theOverhead conductor, and movable laterally relatively to the vehicle, buthaving a normal centralizing tendency by means of a spring or Weight.

33. In an electric railway, the combination, with an overhead conductorand a vehicle, of an intermediate contact device consisting of annpwardly-pressed trailing arm having a grooved contact-Wheel at itsouter end by which it is guided by the conductor, the said arm beingfree to swing laterally relatively to the vehicle, but tending to remainin its normal central position by means of a spring or weight.

3l. The combination, with a vehicle and an an intermediate Contactdevice consisting of.

a rearwardly-extendin g arm guided at its outer extremity by engagementwith the conductor and movable laterally relatively to the vehicle, buthaving a spring or Weight tending to restore it to its normal centralposition.

In testimony whereof I hereto aiiix my signature in presence of twoWitnesses.

CHARLES J. VAN DEPOELE. v

Witnesses:

D. M. BARTON, J. W. GIBBONEY.

